Old Harley’s such as the Pan and Knuckleheads are generally remembered very romantically as the “golden era” of Harley heritage. Hell, everybody wants a Panhead. But even more so do people want the new, high-tech bikes with their big engines and extra gear transmissions. These two classes are highly coveted while the “Sweet Years” of those bikes that were built in between sell for almost nothing and hold absolutely no place in Harley lore.

But they should.

In fact, if your desire is to ride a lot for very little money, then these years represent the absolute best motorcycles that Harley Davidson has produced to date! But to really understand why this is, it’s necessary to take a quick look at a little Harley history.

In the 50’s and 60’s, and with the possible exception of the BMW, all motorcycles were mechanically unsound. In order to get them to the next town and back it was necessary that one carry plenty of tools and know how to use them. Back then, and like it or not, this was simply what it took if one wanted to ride. Then, in what was known as “The Super-Biking 70s,” the Japanese started building little bikes that stayed running and didn’t leak oil. Well, understandably not everyone wants to be a mechanic. And even those who do would like a break sometimes. So these little bikes began to sell like hotcakes. In fact, the Japanese kicked the shit out of everybody. Norton, Triumph, and BSA went out of business. Indian had died years earlier by its own hand, and Harley Davidson was going under too.

The Japs ruled the motorcycle market and it seemed that nothing could stop them.

By the late 70’s Harley Davidson was in serious trouble, and by the early 80s they were desperately trying to make a comeback. The company initiated many innovative strategies.

In design was the “Nova Project”, which would be built in both V4 and V6 cylinder configurations to compete with the Japanese designs. And although initial designing began, this engine was never produced for its great cost in retooling.

Next came the FXRT model which was designed to look Japanese and hopefully attract customers back from HD’s oriental enemy (Today this bike is very coveted among those who know what it is for the unique handling capabilities it offers as Harley Davidson’s only, to date, light weight touring motorcycle).

Then there was the “Ride a Sportster for a year then trade it in for the full original purchase price to put against your new “big Harley”.

HD even got the president of the United States to put a tariff on motorcycles being imported into the U.S. by stating very truthfully that these imports would soon put the last remaining American Motorcycle Company out of business.

There were other strategies as well, but in any case one can easily see that the ailing Harley Davidson motorcycle company was desperate to save its own ass.

Obviously they did.

But although these strategies may have helped, the main, if not only, reason for Harley’s rediscovered success was the introduction of the “Evolution Engine” in 1984. This power plant was so named because it was billed to have evolved to compete with the new era of motorcycles.

Early Evo advertisements professed that this engine would not break down, use oil, or overheat—all problems that incessantly plagued the older Harley’s. Although the Evolution engine now offered more power than its predecessors, seldom was this issue boasted about. Instead it was all about reliability. For Harley Davidson was now desperately trying to build high quality and dependability into every aspect of their motorcycles.

This, my friend, is what saved Harley-Davidson’s ass.

I watched these events unfold with great skepticism. For I myself was not impressed with the great amounts of mechanical effort necessary to keep my old Harley’s running. In fact, I was talking about buying a Gold Wing because I wanted to ride more than the old bikes would permit. So I watched very closely these new Evolution bikes that my friends were riding to see if they’d really hold up.

In those days most of the men who rode did so because they were avid riders, not because it was cool—because it wasn’t (the idea of trailering a motorcycle had not yet been invented). And in a very few years I began to see these new bikes with upwards of 200,000 miles on them. On more than one weekend I found myself wrenching in the driveway while my buddies stood around waiting for my bike to run so we could go on a Sunday ride. And when we finally did, my Evo riding pals always came home with clean hands. I, on the other hand, invariably carried tools and my little phone book which listed a single star next to the names of everyone who owned a pickup truck.

Time and again Harley’s new bikes were proving themselves as a product truly superior to anything the company had built before.

I decided to try one.

It was a used 1987 Softail with only 13,000 miles on the clock. This bike started all the time, every time, and went 80,000 miles before its very first problem; which was only a bad charging system—cheap and easy to replace. It was unbelievable and truly miraculous. I could trip for months around the country with no problems except maybe a worn out tire (I started going through a lot of them), oil change, and the occasional new battery (no getting around that).

I fell in love with Harley’s all over again.

Harley sales increased dramatically until, by only the late 1980s, statistics showed that Harley-Davidson was outselling all of the Japanese motorcycle manufacturers combined for bikes over 800 cc’s; which is what they built. They’d won the battle. Japan was again beaten. For this celebrated occasion, HD introduced a model called the “Fat Boy” in 1990. This was a Softail model that, for the first two years of its production, came in only one color scheme: gray with seven yellow rings painted at strategic intervals around the bike. The Fat Boy was named after the nukes we dropped on Hiroshima and Nagasaki—Fat Man and Little Boy; both were gunmetal gray with seven yellow stripes painted around them. And although Harley Davidson denies this fact today, at that time they didn’t. I know. I was there.

But the real beauty of the older Harley-Davidson’s was their utterly unrivaled (especially by the Japanese) simplicity of design and ease of which a man, or boy such as myself, could change, rebuild, or do almost anything he wanted to the motorcycle using only a few very basic tools and a manual in the privacy of his own garage. Two valves per head instead of four; a pushrod system instead of overhead cams; one simple carburetor hanging straight off the side of the engine, no water cooling, and so on. These things may seem like a great mystery to those who’ve never tried to work on an older Harley, or have had that birthright revoked by the introduction of highly complex technology that, fortunately, works just as well as the old, but really it’s no mystery at all. When I first began taking these systems apart I’d look at them and think ‘That’s it? Hell, a monkey could understand that.’

Repairs and rebuilds were generally reasonably easy and quite often almost unbelievably inexpensive. For all motorcycles break down—every fucking one (if you don’t believe it try putting some real miles on one), and motorcycle breakdowns have been the bane of my existence since I started with dirt bikes at the age of 11. If you ride much, they’ll be your bane too. So the real question that I and many others were seriously nervous about was: would the Evo carry on this most precious of Harley Davidson traditions? Could any kid with a little courage, a manual, and a few tools, do a top-end in his back yard?

Well, the answer was yes! The Evolution engine had been designed to be simple and infinitely rebuild-able (a quality seldom realized in anything built during these modern days of disposable everything). In fact, in some ways the Evolution engine had been designed even more user friendly than its predecessor the Shovelhead.

This was an extremely reliable engine that was completely rebuild-able and one didn’t even have to be a so-called “tech” to fix most things that ultimately failed on it. To date it’s Harley-Davidson’s crowning achievement.

Everybody bought Evos.

Another great quality of this era was the fact that HD was not yet a filthy rich corporation who could afford the luxury of redesigning, then building new parts whenever they felt like it. No. They only had so many components to work with and, for about 14 years, the motor-company built almost all of its models using mostly the same parts.

There was the FXR, (designed in part by Eric Buell) which was commonly known for its amazing handling capabilities that are said to have been surpassed only in very recent years. But this bike was eventually phased out in favor of the FXD or “Dyna Glide” because it was cheaper to build.

Then we had the Electra Glide with its bat-wing fairing.

The Tour Glide, which was later altered slightly, then renamed the Road Glide.

And finally the FLHS, which was the original Road King.

All of these models used the exact same drive train (engine, transmission, primary, clutch, starter, etc.), which could easily be swapped directly from one to the other.

This left only the Softail models; and the only real variation here was a different primary and transmission case—which still housed the exact same clutch and gears.

And last were the Sportsters.

Components were wonderfully interchangeable.

My own bike is a 1988 Electra Glide, but the engine is 1999, while the entire bottom end is out of a 90 model and the top end is from a 96, the transmission is out of an 87 but first gear is from a 2004, while the wiring was taken from a wrecked 92, as was the entire inner fairing including stereo, gauges, speedo, etc. At the time of this writing this motorcycle has 464,000 very inexpensive miles on it. Yes, you read that number right.

Parts were everywhere and so many friends knew, and were happy to tell or assist you in basic, and sometimes even complex, mechanical alterations and repairs. And if not them then the little shop down the street could fix most anything that went wrong with relative ease.

So we now had a bike that worked unbelievably well, virtually unlimited mountains of only slightly used parts that were inexpensively available on the shelves or in back rooms of bike-shops, swap-meets, and of course your buddy’s garage. And the best part was that most of them fit your bike!

These were truly The Golden Years of Harley-Davidson.

Then Harley-Davidson woke up! For this was obviously no way to triple one’s billions while also pleasing stockholders in the process. No. The best thing for HD would be if there was a way to maneuver each of us into paying them three or four hundred bucks a month—for the rest of our fucking lives. Wouldn’t that be great! Hell, every other manufacturer of vehicles was already doing it; why not HD? And so, following the example of Honda, BMW, Toyota, GM, and all the rest, they began to complicate the hell out of the machines. This strategy accomplished three things:

One: when a modern motorcycle breaks down there are very few who have the ability to fix it, therefore putting the owner at the complete mercy of the manufacturer who can then charge $300 to change two sensors in his fuel injection system, when it’s still possible to purchase an entire CV carburetor for $50 and replace (even if you’re just a kid with a wrench) not just a sensor but the engine’s entire fuel/air mixture system!

Two: Since the components are constantly being retooled and changed, when you do need a part it’s necessary to go back to the components that were manufactured for your specific year, and therefore, like Honda, Kawasaki, GM, etc. they can charge a ridicules amount of money and there’s little you can do about it.

And three: when, and if (especially in this age of five year old bikes with 5,000 miles on them), the motorcycle ever does wear to the point of needing a rebuild; between the cost of parts and labor it’s cheaper to simply buy a new ride and go back to handing over three or four hundred bucks a month—for the rest of your life!

Maybe we’ve been hoodwinked, huh?

Think about it. And let’s try not to forget that even though it’s the “Great Harley-Davidson”, we’re still dealing with that most ugly and immoral of diseases yet to plague the 21st century—Corporate Greed. In other words, these guys are not your friend! Did you get that, or do I need to repeat it? Anybody who have been around a while already knows this. But it seems that these days there are so many customers who enjoy getting screwed. Take a gander around any dealership on any given day and see if you don’t agree. Unfortunately for HD however, my own asshole doesn’t stretch that wide.

Some will argue, “But all these technical advances have made the bikes so much better.”

To some of this I would agree. When electronic ignitions came out I was skeptical. But guess what? They are better than points. These systems seldom fail, and on the rare occasions that one has, I simply pull a spare from the saddlebags and plug it in. For you see, stock electronic ignition modules (which work fine) were all mostly the same and use to lie around the back rooms of shops and garages by the box-load. To date I’ve never paid a dime for one.

Hydraulic lifters are better too. They eliminate the need for valve adjustments and almost never fail.

As for fuel injection systems however, it’s a good idea to weigh the pros and cons. First let’s look at the advantages: With this system one never has to choke his engine. That’s right, the onboard computer does that for you! Another advantage is that with an injector system the engine will idle even when it’s cold. Carburetored engines usually want to warm up a little before they’ll idle right. And although the CV carburetors that HD used in those last years automatically lean themselves out when one climbs into the higher altitudes (they work unbelievably better than anything I’ve had before) fuel injectors do a more efficient job of this.

That’s it. The whole advantage in a nutshell. What? Thought you were gonna get better gas mileage? Sorry. Won’t happen. Can you tell the difference when you ride it? Nope. No gain there. Anything else? Forget it. This is what you get.

Now let’s look at the cons:

First off, both of these systems simply mix gas and air into preset proportions then feed this mixture into the engine. For EPA regulations, both come from the factory mixed very lean (more air and less gas). This condition causes poor running and a lot of heat, especially in Twin Cam Engines which run hotter than Evos to begin with. This is why one sees so many heat shields installed just below the Twin Cam seats to save the rider’s legs from scorching. Now, if you change pipes or air cleaner, you’ve added even more air and compounded the problem. Whereas a carburetor can be richened up (more gas, less air) with an inexpensive kit or by simply changing a couple of $3.50 jets, computer operated fuel injection systems are far more complex and require more money to get them richened up. One choice is have HD download a new map, which is a canned program that’s nonadjustable and, in the event that it does not work quite right for the configuration of cams, pipes, air filter, etc. that you’ve chosen for your motorcycle you’re pretty much just fucked since this system does not allow for fine tuning. Next there is variety of secondary computers, such as a Power Commander or Race Tuner, that install inline with the original to allow complete gas/air mixture tuning. This means that you can now set your low RPMs to run richer (if, say, the new cam you’ve just installed needs this adjustment to operate properly) while leaving the high RPM mixture unchanged. It’s the equivalent of changing a carburetor’s mid jet ($3.50) while leaving the main jet alone; except that it costs hundreds instead of chump change.

Secondly: A fuel injector needs a fuel pump. It’s a long plastic thing that goes inside the gas tank. They fail. It’s not uncommon. Carbs don’t use these.

Third: A modern injection system now uses seven sensors that plug into various parts of your engine. If any one of these fail you need a tow truck. Also, it takes a very expensive in-shop computer to determine which sensor went south. Wonder what that’ll cost? Carbs are simple mechanisms that seldom fail and, when they do, can generally be fixed in a parking lot with a screwdriver.

Fourth: An injection system uses a lot of electricity and requires a strong and steady voltage to keep it operational. For this, the new bikes use a very large and expensive battery coupled with a high output charging system. These systems consist of two main components, each of which costs around $220. For a carbureted model each component is about $60. Also, an engine itself uses very little electricity and a carburetor requires none. If a charging system fails (and they do) a carbureted engine will run off only battery power for three days if you only turn off the lights (mine went in Colorado once and I fixed it in Arizona). A fuel injected model will be dead in a very short time.

It’s all about what you give for what you get. You decide.

There have been other, many of them quite tangible, design improvements made to the motorcycles in recent years. But what bothers me is that so many of these have come at the great cost of simplicity. In the summers I often work on motorcycles for a living and it’s now quite obvious that this technology has become almost beyond ridiculous. For Christ’s sake man, I just want to go for a motorcycle ride, not a trip to the fucking moon. Is space shuttle technology really necessary?

The Twin Cam Engines have earned their keep and many of my friends really like them. But even though it’s hard to find a high mileage Harley Davidson in this day and age, I’ve been watching. They’re around. And although these engines are built for more power (the original 88 inch Twin Cam however was not. Power came later) and offer larger displacement, it is obviously apparent that in the arena of longevity—the objective for which the Evo engine was built—the Twin Cam has yet to exceed, or even match, its former counterpart. But then HD is no longer in competition with the Japs, or anyone else, now are they? Hell, they can shit in a cup (provided it’s a genuine chrome Harley Davidson cup with two-tone paint) and customers will stand in line to pay an exorbitant price for some of that shit, now won’t they? Also, in an age when it’s almost impossible to find a bike with more than 30,000 miles on it, Harley no longer really has need to build longevity into their bikes, now do they? Think they don’t know that?

Unfortunately, this “throw away” ideal has found its way into the newer engine’s ability to be rebuilt should it ever wear out or fail. One example is, whereas all previous models used lifter-blocks that were replaceable with the removal of four simple bolts each, Twin Cam lifter-blocks are milled directly into the right side case. If they are damaged or wear out, the entire engine must then come apart and the right case gets replaced or possibly machined.

Another example of this: while all older crank assemblies are bolted together for easy disassembly and flywheel truing during engine rebuilds or repairs, only Twin Cams and 2000-up Sportsters use a crank that’s pushed together with a 400-ton press. If a problem such as flywheels twisting out of true occurs (very common among pressed together crank assemblies), or it’s just time for a rebuild, this process makes crank disassembly possible by only a select few places in the country. Once rebuilt, the crank pin is then usually welded into place. For high performance applications welding is strongly suggested. Of course many simply buy a complete crank assembly from the factory, like HD recommends. Either way, the cost is extravagant.

The advantage offered by the older bolt together cranks is that rather than having to wait for a factory replacement to arrive, or send the old one off to one of the country’s few machine shops equipped to handle such work (which is probably the best choice since it will return trued and welded. It’s not uncommon for factory cranks to arrive already remarkably out of true), most any local shop in any town will be able to refurbish and re-true your “rebuild-able” crank for about half the cost.

Also, in 1954 Harley Davidson realized that it was necessary to put dual Timken bearings into the left side case to keep the crank from slopping side to side. This system seldom fails and has proven to be almost indestructible. In 2003 however, HD’s bean-counters decided that the cost of this bulletproof system was rather extravagant and opted to return to the pre-fifties roller bearing design. Whereas maximum side to side slop for a Timken bearing application is two-thousandths of an inch, HD now allows up to sixty thousandths for the roller bearing system. But because the reintroduction of this old technology has again proven to be problematic, S&S now sells an upgrade that will install Timken’s into your late model lower end. This system has become so commonly used that now even Harley-Davidson offers a similar kit. Again, this system is strongly recommended for high performance applications.

I do not seek to discredit the Twin Cam’s well earned place of nobility amid the modern bike market here; my only wish is point out some of the facts for those who wish to ridea lot for very little money—an objective that’s still unequivocally possible to achieve.

The early Twin Cams were originally built as a platform to more power. To this end the new cases were designed to more easily accept the installation of larger displacement cylinders and pistons than Evo designs. From the gate one could buy an 88 inch motor and then bolt a factory made 95 inch kit directly up with little to no fuss or hassle.

Very nice.

Also to the purpose of more power, the bottom end was now designed with a far more complicated two-cam design. This complex cam train design is the main reason that the Twin Cam’s lower end looks so much larger than its former counterpart. The advantage here is the ability to place both lifter-blocks in a more direct line (one in front of the other) rather than offset as is necessary for single cam designs. This allows for a straighter valve train trajectory—mostly on the front exhaust valve. Problems with the older single cam designs occur when using high lift cams at very high RPMs. It’s for this reason that incredibly high revving drag bikes generally utilize the four cam Sportster design.

But, although the twin cam system mellowed this problem it also created new ones. For the chain driven twin cam design was far weaker than the former gear driven systems and has been a source of incessant and ongoing problems from the time of its inception in 1999 until HD’s reengineering (hydraulic chain tensioners, etc.) of the cam compartment in 2007 that they claim has rectified this problem. For earlier models however, and especially for high mileage and high performance setups, it is necessary to spend a grand or so on aftermarket parts (such as an gear-drive cam system and a heavier cam-support plate that utilizes roller bearings, etc.) or install HD’s kit that converts your old cam system to the new one, to correct this problem.

And all this was engineered to perform better at very high revs, even though few of us exceed 5,000 RPMs during normal street use. So, although this twin-cam design is by no means worse—especially once the original cam-chest problems have been ironed out—under normal to even moderately high performance applications it grants little to no advantage over single-cam configurations.

Also: although high tension (performance) valve springs are a necessity to high revving engines and will allow even a single cam (Evo/Shovelhead) design to be wound way up, these are much harder on the cam system itself and, for Twin Cam applications that are pre 2007, it’s certainly best to beef up the cam compartment before installing them.

The pressed together crank, Timken bearing thing, and cam chest deal, are all major engine component weaknesses. And although there are great fixes for all three, it’s up to you to install them.

Obviously it’s only fair to also talk about the inherent teething problems that plagued the new Evolution engines of their day. First off: for the new motor HD had copied the Jap intake manifold design and used compliance fittings. These had leakage problems right off and in very short order were replaced with the design that is still in use today. Second: the rear cylinder base gasket had a tendency to seep or “sweat” oil. This problem was generally minor and little effort was made to resolve it. For “Monday” engines that offered more trouble in this area than most, aftermarket metal base gaskets could be installed to significantly mellow this annoyance. And thirdly: between the years of 1989 to 1994 the engine cases were sometimes weak and on occasion cracked or leaked right through the poorly crafted metal. Although most didn’t, I saw this happen quite a few times. HD’s answer was to initiate what they called a “silent recall”, which meant that only if your cases cracked would they send a new set with your original numbers stamped into them to the local dealership who would then install them for free. But that was then. If those old cases go south now you’re on your own. But if they made it this long, chances are they’re not gonna break anyway.

That’s all of it. For at that time bean counters were not allowed into HD’s engineering department lest those cheapened parts fail and therefore grant the Japanese even more dirt to throw onto HD’s impending casket. Nope; maximum quality had to be the order of that day!

Although the Twin Cam engine is indeed a serious contender; by comparison the single cam, cone motor (Evo/Shovelhead) is undeniably not an inferior design. A great testament to this statement is the fact that not many of the aftermarket engine manufactures even build a Twin Cam. Almost all simply stick with the proven single cam design. And even though S&S does make a Twin Cam, you never see it and I think it’s great testimony that even after all these years almost every custom or chopper out there still uses a single cam engine; weather it be an 80 inch Evo (you can still buy a brand new Evolution crate motor), 100 inch Rev Tec, a 117 inch S&S, 140 inch Ultima, 152 inch Ilmor, or some other.

Obviously this most simple and basic design is still a great force to be reckoned with.

What it all boils down to is this: although the Evolution engine was never produced in any displacement larger than 80 inches (uncommonly large for its time), in the arena of reliability and inexpensive simplicity it remains undeniably unequaled even to this day. So if it’s the ability to ride a lot for very little money that you seek, or if you’re the kind of guy who enjoys the deep bonding process that is only achieved by pouring one’s own blood into his beloved steed while personally seeing to her needs amid the privacy of you’re your own garage (if this is you then you know what I’m talking about), then the carbureted Evo is undeniably the superior choice. However, and although even fully loaded with all my worldly possessions, my stock Evo powered full dress Electra Glide will still climb Hwy 70 across the Rocky Mountains without ever leaving fifth gear thus proving itself not underpowered, neither is it by any means overpowered—especially by today’s standards. So if it’s big power you seek, and if money’s not a real issue, you’d probably fair better to gaze in the direction of a Twin Cam or aftermarket big-inch engine.

I am in no way a purist. I’m simply interested in what offers the best value for my buck. I want to ride a lot and not pay too much. A reasonable objective I think. I mean, how often is it that you ask a man why his five year old bike only has 10,000 miles on it and he replies that he’s to busy working to ride (HD loves that). Well I personally am too busy riding to work all the time. For in the end the only real question is: Did you enjoy your life more often than you didn’t? If the answer is yes then you died a very rich man.

58 Responses to “Harley Evo vs Twin Cams: The Sweet Years”

Great article with easy to understand Tech info plus a colorful and interesting History lesson too. I love my '91 FLHS Evo and will never trade her for a Twinkie.

Joey Chop

24. Feb, 2012

I have worked on both Evo and Twin Cams for many years , and this article is right on the money.The Evo motor is by far the most reliable unit that Harley has produced to date.It is also a bike that can be fixed at the roadside.I own both Twin cams and Evos myself, my Twin Cam is a 06 88 cubic inch.I could never see myself owning the new Twin Cams…..i would rather buy a new Evo motor and build something myself that I know would be almost bullet proof, or completely re build an old Evo cases up.All of which is possible to do in my garage. Great article!

I love my 95 Bad Boy. Evos are great motors, I ride mine everyday that I leave the house with very few exceptions.

Kustom Jeff Dailey

24. Feb, 2012

I love my 95 Bad Boy. Evos are great motors, I ride mine everyday that I leave the house with very few exceptions.

joey chop

23. Feb, 2012

Just to add to my earlier post,after working on Evos since 84 and Twin cams since 99 i have re built and fixed more then i care to remember.Evo,s pretty much stayed unchanged apart from the engine breather going from bottom to top , and in 93 the cylinder studs were turned collar down instead of up.In the 15 years they were in production they really did not suffer from many problems , apart from some porous castings, base gasket leaks and the occasional cam bearing problems.Unlike the Twin cams that have been plagued with cam chain tensioner problems up to 06 models,huge crank run out problems on many models resulting in bearing failure,engines overheating due to running so lean,fuel pump failure and the latest one i fixed was a 09 with main bearing failure due to what i think is the new auto primary chain tensioner being to tight .I am sure there are other problems that i have forgotten to mention to.Also i have not seen many Twin cams with many miles on them, most that have over 60k on them have had a huge amount of work or up grades, including gear drive cams,up graded oil pumps,hydraulic cam chain tensioner, Torrington cam bearings, oil coolers,and big bore kits…….interesting to see how the new Twin cams will be in a few years as we know have o2 sensors ,popping out of the pipes,big bore as standard,cable less throttles,super complicated engine management systems that can only be serviced at main dealers etc etc ……… all adds to making garage wrenching harder and harder unless you have the expensive computer maps and fault diagnosis hanging around in ya tool chest !!!!

Joey Chop

24. Feb, 2012

Just to add to my earlier post, after working on Evos since 84 and Twin cams since 99 I have re built and fixed more then I care to remember.Evo, s pretty much stayed unchanged apart from the engine breather going from bottom to top , and in 93 the cylinder studs were turned collar down instead of up.In the 15 years they were in production they really did not suffer from many problems , apart from some porous castings, base gasket leaks and the occasional cam bearing problems.Unlike the Twin cams that have been plagued with cam chain tensioner problems up to 06 models, huge crank run out problems on many models resulting in bearing failure, engines overheating due to running so lean, fuel pump failure and the latest one I fixed was a 09 with main bearing failure due to what I think is the new auto primary chain tensioner being to tight.I am sure there are other problems that I have forgotten to mention to.Also I have not seen many Twin cams with many miles on them, most that have over 60k on them have had a huge amount of work or up grades, including gear drive cams, up graded oil pumps, hydraulic cam chain tensioner, Torrington cam bearings, oil coolers, and big bore kits…….interesting to see how the new Twin cams will be in a few years as we know have o2 sensors , popping out of the pipes, big bore as standard, cable less throttles, super complicated engine management systems that can only be serviced at main dealers etc etc ……… all adds to making garage wrenching harder and harder unless you have the expensive computer maps and fault diagnosis hanging around in ya tool chest!

Only started riding a few years ago, with a new '06 Heritage Softail. I have just under 110k on it, and I have sooo paid the price to keep it on the road. To the point that I refuse to add up my service and parts bills that have made my " HD file" so fat. Everything from inner cam bearings(learning there USED to be recall due to so many going out and fighting to get most of bill covered), fuel pumps, seemingly unfixble fuel leaks, race tuner, etc. People call 110k high mileage. I think not, especially considering initial bike price and my constant trips to HD in various states across US and Canada. 2 days ago I got a call from a friend that knew I had fallen in love with an evo that his friend owned, and now that friend's health was failing. My friends tell me "it's time for a new bike"…am thinking it's time for an "old" bike…thanks much for the info!

Mr. Gone

24. Feb, 2012

Don’t for get that since the evo engine until today many parts of HDs bikes are made in Japan. Electronics, Shocks, Starters, Relays ect. Frame is japanese recycled, Many nuts and bolts are also made there. I would say a minimum of 25 percent of the bike is outsourced to Japan. Which is a nice size chunck.

RobKei

27. Feb, 2012

AMEN!!

I specifically looked for and acquired a ’99 FLSTC as that is the last year of the Evo in that frame.

One of the main things I appreciate about HD is their history. Not much history to a Twin Cam. Lot’s of history with an Evo. Kind of the final version of the ’36 Knuck (ok, that’s stretching it a bit).

I guess one good thing about a Twin Cam, if ya break one cam on the road, you’ve always got a spare…. Right???

Chuckling….

Paul Davis

15. Mar, 2012

My Twin Cam has 92k miles on it and I do the work myself. I replaced the cams with gear drive, had the heads done, and pumped the motor up to 95 ci. The bike has been a solid performer for me.

Jon Lewis

18. Apr, 2012

Stole your quote at the end. But attributed it to ya brother. Great way to think of it all.

chris tilley

29. Apr, 2012

I live in Scarborough in the Uk. and was told about this article by a friend who knew about my 94 1349 Dyna Wideglide, Have to say my bike is spot on with the comments, have owned my Evo for 14 years and have covered 95,000 mlies. The motor still runs as sweet as when it was new, uses no oil and has never needed a spanner apart from oil changes,and the spark plugs replaced as required. I was told to stick to Harley straight 50 oil which i have done from when I bought the bike and maybe this was good advice as I understand multigrade oil can tend to break down in these air cooled engines in extreme use.

Jeff Stack

04. May, 2012

my neighbor has a 2003 TC softail with 150,000 miles,he upgraded the chain tensioners just last year to the hydraulic ones but other than that he has done nothing but change the oil

Apeskin

08. Sep, 2012

Looks like picture # 1, “Evo Softail” is an ‘Evo FXR’ and pix. #5, “Evo Dyna” is Grampa Evo FXR… maybe my old eyes ain’t as good as they used to be but those frames look familiar. I owned and rode an ’87, then a 91 FXRS SP.

Tony Davis

18. Sep, 2012

Info is most helpful in the purchase im gonna make in 2 days found a low mileage fat boy im gonnna buy wondered why the late model harleys are in the same price range! Thanks for the info!evo bound!

GLENN STREET

01. Oct, 2012

exellent informative article.i purchased my 87 fxr in milwaukee in october 89, flew it home(ship would have taken too long,i wanted to get back on it!) to the uk in nov 89 after an 1800 mile tour of wisconsin. after many trips around the uk and europe it now has only 105,000 miles on it, but it has been so reliable,no mechanicle breakdowns, only ever needed regular servicing (i used to be a caterpillar serviceman) so changed the oil at 3500 intervals and it is a real pleasure to own and ride (and service)I made of course many upgrades to brakes, suspension ,cam, s/e module & carb, s&s inlet and filter, and the drive belt is currently off an 86 sottail us spec,fitted in 99,with a uk spec rear pulley. There you have it,great to ride ,cheap to run, fantastic reliability, ease of service,easy parts availability, twin cam?- no thanks

Between July 1990 and August 1992, my wife on her 1989 FLSTC evo and me on my 1988 FLSTC evo pulling a small horse trailer went to see the lower U.S. and Alaska along with parts of Canada and its territories.

When we finished the trip we had logged over 87,000 miles and had visited all 49 States, 2 Provinces and 2 Territories of Canada.

We started the trip by going to the 50th Sturgis Rally, the 4 corners of the U.S. and the 4 corners of the States. Further we camped at KOAs, SAMs, State and Federal Parks for all of the trip except for 9 separate days when the weather was so bad we had to get inside.

But to get to the good part, my wife used up 2 front and 3 rear tires, 5 batteries most replaced on warranty, a stator, and a warranty recall. I used up 3 front and 4 rear tires, 6 batteries again most replaced on warranty, a broken front brake rotator replace on warranty , and a broken speedometer also replaced on warranty.

Please notice that we did not have a single engine or tranny problem with either bike unless you want to include the engine recall as a problem. Both bikes started each and every time and never left us stranded as we traveled in all kinds of weather which included rain, snow, hot as in when we traveled through The Vally of Death, wind, sand and dust storms, etc.

I did replace the handle bars on mine because I went down in Estes Park when a fool in a pickup truck ran me off the road
And did not even bothered to stop. Only damage a bent bar.

And when we got back I sold my wife’s bike for $3,500.00 more then I paid for it and I sold mine for $2,800.00 more then I paid for it.

t stimmel

13. Nov, 2012

I have been riding a 02 Yamaha Roadstar. However last weekend i bought a 95 Harley Heritage Softail with only 32 thousand original miles. I enjoyed my Roadstar and put many a mile on it with no problems. I rode the Heritage home over 3 hundred miles and fell in love with the bike. I was worried about the reliability, but this article shows a man that clearly knows and loves his bikes and tells it as it is. He has lessened my worries. I hope to have a very long relationship with this beautiful motorcycle. Again thanks for the article.

cjg431

30. Nov, 2012

i have been reading about the TC and EVOS for a few months and have concluded that the Twin Cam is a Rich mans toy. I Personally do not have the means or time to have my bike in the shop for faulty crap that shouldnt be in the bike in the first place. Definitely proven that HD has become a marketing scheme.. not for me..

i ride a 98 Honda Shadow but am going to get a Dyna Wide Glide preferably mid to late 90’s ” well 98 since it was the last year for the EVO. as long as its been taken care should be good for many years. maybe beef up the cam if it hasnt been done already.

glad i did my research and still continue to research H-D.
great article thanks

Martymc58

10. Mar, 2013

I just sent my 94 Road King motor back to the factory for a rebuild. 2600 bucks and change for a brand new fresh engine. 140 thousand miles of abuse finally caught up with it. I am one of those pouring my own blood on my steed guys that you mentioned in your article. Thanks for speaking my mind on the subject of the EVO. It needed to be said out loud. I’ll never buy a new bike, maybe another EVO.

t stimmel

18. Mar, 2013

Well evos are cheap right now so I am now the proud owner of a 95 heritage and a 94 ultra classic and have a hard time deciding which one to ride. I have less than 10 thousand in both of them. And there both in great shape and decent miles. Both are set up with mild cams s&s carbs screaming eagle exhaust. Which is plenty power for me. Rode jap bikes all my life since the early seventies until last year. They were reliable good motorcycles however my Harleys are awesome and i am not ever going back. Riding a Harley is the greatest. I understand the Harley hype now. It is the grin you get every time you fire that engine and hear that unmatched Harley sound. Also now every time I stop somewhere and somebody ask me is that a Harley i can say yes it is.

Ricardo Morales

11. Apr, 2013

I just bught a very nice 1998 FXDL (Dyna Low Rider) is the last EVO year fot this model and with just 28k original miles. The price was great just 5,200.00 dlls and the conditions of the bike are excelent. Is my second Harley, the first I owned was an 1978 1000cc iron head. I didn´t know to much of the problems or difference between the EVO´s and the TC, I bought this bike because i want a Dyna that could afford and for what i´ve been reading I think i have find a gold nut. Just one problem I did have in this past weeks the gear of the starter engine was broken, 4 of the tooths blown away. I have a hard time to find some replacement part here in Mexico, i went to a CNC shop and make my self a new one.

that's was some good reading very well written article kept this old bike lover interested all the way have been looking on ebay for another harley was looking at 05 models up' will start looking at eariler ones now, really like the sound of those 1200 shovels though especially going through long tunnels, but reliability is the key will start searching for a mid to late 80's evo, or maybe just the engine as I can get a well priced rolling frame here in New Zealand.

Danny

25. Aug, 2013

Thanks for saying (loud & clear) what I’ve been thinking for years.

My ’95 FXSTC has been a joy since day one! I’d buy another in a heartbeat (although, my next evo won’t be a Softail, cuz of my back!) and I’m going to share your wonderfully written article with a few friends who need a nudge, in this regard!

God! Why is it so hard to convince some people that the brand new bike w/factory warranty might well prove to be more expensive AND more of a hassle than well-cared-for used sled (with the tried & true evo sitting in the frame)?!? I just don’t get it?

My only – ONLY – “issue” is the insane price of aftermarket 6-speeds! I keep up with (& often beat) my TC buddies running 1/4’s on the street. But, they walk away from me at 100+ on the highway – much to my chagrin! Oh, how I would love to rectify that situation!!!

A very well written article. This article simply clarifies the very debate I've had with fellow harley owners when the topic is the lack of inter action harley davidson has had with its loyal customers and potential new customers, and is suffering loss of market shares as a result. I saw a history channel show based on the harley/indian wars of the 30's and 40's which resulted in indian going extinct for several decades. It seems that harley davidson is currently making the same decisions now that indian made then and is paying for thier arrogance. As well as when talking about the cost of upgrading the evo when companies like victory are putting out engines with the desired horse power from the factory. I have a 99 Softail Custom. Actually the original owner took the fron end off a 99 fatboy that was totaled and put it on the bike I have now. Anyways, this is the only harley I'll ever have, and I want to give her a little more punch, but trying to do that while not spending too much is a challenge. It's a stage 2 upgrade evo. I want it between 90-100 hp and that's all I need. I've been reaearching how to do cost effective upgrades since I'm a machinist/toolmaker, and have come to the conclusion that the EVO is an ingenius and very reliable engine. S&S has a web page that lists the 4 stages of upgrades while being affordable and for ease of parts availability.

Also, I've had long time harley owners say a harley is ment to be ridden, not sit in the garage. I agree. A guy I work with has a nice looking 05 softail custom, but it only has about 2500 miles on it. My harley is a daily rider (m-t sometimes f) at nearly 90 miles a day of highway miles. It is a nice looking bike, but it looks like a daily rider, but it's a happy daily rider.
4 wheels may move the body, but 2 wheels move the soul.

Wow, like a hammer hitting a nail on the head!
Great, accurate and to the point. I am 68. Road a lot and still do. I have 5 bikes.
So disappointed when after I bought my 2010 Road King I found out they were not really rebuildable engines, what the fuck! Then with less than 40K miles on it the trany main shaft bearing into the primary failed. They said it was due to are you ready? "mileage".
HD disgust me. The younger crowd has grown up excepting poor quality, throw away items so HD gets a way with it. The days of American built pride are apparently gone. Loved the article.
That's me on my 77 Shovel Head in 81 on a 14,215 mile road trip!

Great write up on the facts my friend,I too am a proud owner of a 94 heritage softail classic. I love the simplicity of my work on my own bike theory. 60,000 miles n no major problems.

Angel Rodriguez

25. Nov, 2013

I have a 1991 fatboy having problems with the gaskets getting blown out, was losing hope in my evo engine, but after reading this I will give or one more try. Thanks for the awesome article

Miriam Juarez

25. Nov, 2013

the fatboy must live!!!!!!!!!!!!!!!!!!!!!! don't give up!!

Angel Rodriguez

25. Nov, 2013

Mimi, i am trying

Hyland Char

13. Mar, 2014

I love this article and have bookmarked it so I can read it over and over again. I have an 1989 FLHTCU I've had it since it was new. I love the EVO, power and reliability. My bike still runs strong and I love it. I have never had a major problem with it, changed the rocker box gaskets, transmission seals, primary seals and a regulator. That's it. Think I'll keep it another 25 years. Thank you.

The 90's are good too which are so evo engines and they didn't go carbureted till 2003 I believe.

Chris

27. Apr, 2014

I have a 1994 Springer Softail, FXSTS, it has 81,771 miles on it. Runs like the day it was purchased, few minor changes, James gaskets, Mikuni carb, Vance and Hines Shortshot pipes and Screaming Eagle Cam. Does not leak a drop of anything. I really have the need for tunes rolling down the highway, but after reading this article, I think I will just keep the tunes in my head. Thank You very much for all of your knowledge and insight. By the way my battery is 9 years old and never put a tender on it, and I live in Pittsburgh, PA. sits for at least 3 months every year and starts every time I try it… Thanks Again, going to ride.

Old MSgt

29. May, 2014

Well overe 140K on the original bottom end of my 88 FXR. Rings and valves done ~110K though not required, it just smoked a bit when cold.

I bought it new to run it hard, it spends most of its life outdoors, and it has been superb. Went through three regulators/stators (I replace them as pairs when one fails), one drive belt, a starter solenoid, a clutch (killed while slow racing), and the usual cables, etc.

are you another victim to Victory trash talking? Victory 106 engine folds same as all HD engines. Ever had a stock Vic on Dyno? I did, and HD 103 engine puts 3-4 HP less to rear wheel and SE110 puts about 4-5HP more then Freedom 106. Victory is misleading customers by stating CRANK HP numbers, thats all. Also I witnessed "unbiased" bike test where Vic delivered stage one bike as a stock bike. I would rather get Star Raider then Vic Hammer, it has nicer engine and costs less.

Terrific article! I agree 100% with all of your opinions when it comes to the single cam Evo mill. I love my 92 Softail and WOULD NOT trade up to a twin cam. I'll stick with my S&S Super E shorty and my simplistic ignition system……She has always run like a bear!……The best motor that the company has ever produced. Again…..nice job!

Mark Steed

20. Aug, 2014

I also have the 1988 FLHTC with a 2005 factory refurb engine (1999 EVO). I look at the twinkies but, I never feel impressed (not to take anything away from the twinkie owners). In fact, the newest ultras really just look like a future of aggrivation to me. If I wanted to spend that much for all that technology I'd get a GoldWing or ride in a cage.

Traded my car for a 58' pan in 1973 with fresh rebuild. It was what it was, a nice putt around. Never bought a shovel all through the 70's and early 80's. Mechanically they sucked. Like you, when the evos came out I got interested. From 1990 until 2011 I had 9 of them. In 2011 I bought an 05' FL. Took a few road trips to Fla. from TN on it. Great bike but having always bought used harleys low and selling for more than I paid after a year or two of riding I knew harley had finally beat me at my game with their "throwaway" engine. I sold it and lost $. Well, being a damn good mechanic, I got bit by the romantic "shovelhead bug". It was baddass looking and I worked on it constantly. Put it on craigslist and found a guy who had a righteous 98' fatboy that had set in a garage for 7 years with 2000 miles, a braided engine you can eat off of and a $3000 paint job. He had gotten bitten by the "shovelhead bug" because his 1st bike was a 71' shovel. Gave him my shovel and $2000. Hey Harley! I WON!!! lmfao. Love the bikes, the culture and the folks that ride em' but I despise your company! I'm gonna' post this fella's article on facebook. May the truth be known!! Baaaaha!

im just bought a 85 fxr, custom from one end to the other 21 ,000 mile's on it . droped a lifter roller had to do a s&s 600 cam, cam bearing, oil pump , push rod's, s&s breather, it has a 96 s&s kit , S&S head's, a pipe and so on, because the lifter went bad I was afraid to keep it being it's my first Harley in 20 year's , but with all the work I just did and the rest of the motor being solid and reading your thread . well with only 21,000 mile's on it I feel safe to say I will get many mile's out of it think im going to keep her KNOW I no im going to keep her THANK'S

A standing ovation!!! I have been pondering the Twin Cam for a build and now I think I will stick with a Shovel or an Evo. You shed light on expenses that I just do not see being justified for a bike that isn't going to be turning 3-4 seconds on the strip. I had already sworn against the EFI and it's hassle just to get software to map. I gave thought to the gear driven cams in the Twin Cam, but now will shy away from the "1 more second faster response time". Besides, I don't like to spend my time in the garage when I can be out seeing some different scenery. (Don't get me wrong, I like to work on the bikes, just not ALL the time!)

Awesome. Im looking at 95 to 2k ultra glides for a out west ride this year stugis to yellowstone with daughter. Have been a mechanic for 34 yrs and am well versed in engine management and injection systems. Had a wing for 10 years put on 75 k. Miss my Harleys. Spot on . I felt like I wrote this . Good job,finally someone who thinks like me..be safe

Larry E Hassard

22. Jan, 2015

Nice piece. I've ridden flatheads and panheads before buying 2 twin cam bikes (2001 and 2007) The '01 lost it's inner cam bearing at 35,000 and I built it to 95 inch installing gear drive cams and new lifters. The 2007 started developing troubles at around the same mileage and I sold it. Just bought a 92 EVO with 12,000 miles from the original owner and I'm real impressed with it. It will likely be my last bike. I would never buy another twin cam and would advise friends to find a used Evo bike in great condition for all the reasons you've stated.

I love this article. I own a 2001 dynamic FXD and I'm one of the lucky people who has less than 1/1000 of an inch play in the crankshaft. I guess this was built mid week instead of a Monday or Friday catch my drift. I've done the cam chest upgrade which through the luck of eBay don't cost me 1000$ plus another 400 fourth Jim's tools since I was a nube to the twin cam I decided to purchase. All things aside this was a great dependable bike and never left me on the side of the rode stranded as many of my buddies with new fuel injected bike have. With 50 thousand miles bike runs like a Swiss watch and sound bad pass. I blow by all my friends with their 103's and made me a true fan of HD. Now I'm building a custom RSD 300mm rear softail chopper so after reading all this I've decided to put a used 96 EVO with 13 thousand miles on it and to boot a Arizona bike so no corrosive weather. I wanted to buy an ultima but I've decided wisely for the money and ease of rebuild. The final cost of this bike ran under 8 grand due to using a used EVO THANKS TO THIS ARTICLE. Now I'm a badass bike builder and wouldn't give it up for anything. Basically if you can read and turn a screwdriver you can build a custom and with youtube it makes life even easier. I love my Harleys and I've even purchase an 01 electra glide since I'm now a Twin cam pro and even with the added cost if you have to true the crankshaft it's better than riding any jap bike and I have rode them all. IM PROUD TO BE AN AMERICAN RIDING AN AMERICAN BIKE WHAT MORE CAN I SAY BUT THANKS

It's not really to bad of a problem the twin cam except for their cam shoes which is their Achilles heal but the cost of an cam chest upgrade can run around 2 grand .that is some serious bucks but my chopper is a stock ego so I have the best of both worlds. All shift aside I love my harley and pride in wrenching

Have you seen the new ultras , the controls are something out of the space shuttle. You got a great ride and enjoy it because I don't have the Monet to fix a space shuttle especially after the warranty expires